CN111255874A - Hydraulic control system of electromechanical coupler and control method thereof - Google Patents
Hydraulic control system of electromechanical coupler and control method thereof Download PDFInfo
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- CN111255874A CN111255874A CN201811456875.7A CN201811456875A CN111255874A CN 111255874 A CN111255874 A CN 111255874A CN 201811456875 A CN201811456875 A CN 201811456875A CN 111255874 A CN111255874 A CN 111255874A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H41/00—Rotary fluid gearing of the hydrokinetic type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/08—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for fluid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R17/00—Arrangements or adaptations of lubricating systems or devices
- B60R17/02—Systems, e.g. central lubrication systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H41/00—Rotary fluid gearing of the hydrokinetic type
- F16H41/24—Details
- F16H41/30—Details relating to venting, lubrication, cooling, circulation of the cooling medium
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Abstract
The invention provides a hydraulic control system of an electromechanical coupler and a control method thereof, wherein the system comprises a first oil pump, a second oil pump, a controller, a cooling and lubricating oil way, a clutch control oil way and a pilot control oil way; the cooling lubricating oil path comprises a plurality of pipelines and a cooler, an oil inlet of the cooler is connected with a first oil pump through a first pipeline, and an oil outlet of the cooler is respectively connected with the generator, the motor and the clutch through pipelines; the first oil pump and the second oil pump are respectively connected with the oil tank; the pilot control oil way comprises a decoupling reversing valve and a first pilot electromagnetic valve which are connected through a pipeline, and the decoupling reversing valve is connected with the cooler through a second pipeline; the clutch control oil path comprises a third pipeline and a fourth pipeline; one path of an oil outlet of the second oil pump is connected with the decoupling reversing valve through a third pipeline, and the other path of the oil outlet of the second oil pump is connected with the clutch through a fourth pipeline; the controller is respectively connected with the first oil pump, the second oil pump and the first pilot electromagnetic valve. The system is used for realizing the method. The invention realizes that the good control performance, efficiency and part cost of the electromechanical coupler control system are maintained in the vehicle power mode switching.
Description
Technical Field
The invention relates to the technical field of hybrid vehicle control, in particular to a hydraulic control system of an electromechanical coupler and a control method thereof.
Background
With the stricter and stricter fuel consumption and emission standards, the fuel consumption reduction becomes the key research and development point of various automobile manufacturers, the new energy automobile reduces the pollution to the environment, the overall efficiency of automobile power can be effectively improved according to different working conditions, and the policy requirements of energy conservation and emission reduction are met. The hybrid electric vehicle adopts the engine and the driving motor as power sources, can realize pure electric drive at low speed and parallel drive at high speed, effectively reduces oil consumption and emission, and also provides the dynamic property of vehicle requirements well.
The clutch of the hybrid vehicle is engaged through an electromechanical coupling control system, the clutch needs to be engaged when the vehicle enters parallel driving, the timeliness and stability of the engagement of the clutch directly influence the dynamic property of the automatic transmission and the comfort of the vehicle, and the good clutch control effect can also greatly improve the overall efficiency of the automatic transmission. The clutch is combined and separated to use hydraulic drive, when the power mode of the vehicle is switched, the working mode of the hydraulic control system needs to be changed, and the key technical problems of maintaining good control performance, efficiency and part cost of the electromechanical coupler control system in mode switching are solved.
Disclosure of Invention
The invention aims to provide a hydraulic control system of an electromechanical coupler and a control method thereof, so as to maintain good control performance, efficiency and part cost of the hydraulic control system of the electromechanical coupler in vehicle power mode switching.
In order to solve the technical problem, an embodiment of the present invention provides a hydraulic control system for an electromechanical coupler, which is characterized by including a first oil pump, a second oil pump, a controller, a cooling and lubricating oil path, a clutch control oil path, and a pilot control oil path;
the cooling and lubricating oil path comprises a plurality of pipelines and a cooler, an oil inlet of the cooler is connected with the first oil pump through a first pipeline, and an oil outlet of the cooler is respectively connected with the generator, the motor and the clutch through pipelines;
the first oil pump and the second oil pump are respectively connected with an oil tank;
the pilot control oil way comprises a decoupling reversing valve and a first pilot electromagnetic valve which are connected through a pipeline, and the decoupling reversing valve is connected with the cooler through a second pipeline;
the clutch control oil path comprises a third pipeline and a fourth pipeline; one path of an oil outlet of the second oil pump is connected with the decoupling reversing valve through a third pipeline, and the other path of the oil outlet of the second oil pump is connected with the clutch through a fourth pipeline;
the controller is respectively connected with the first oil pump, the second oil pump and the first pilot electromagnetic valve;
the first oil pump is used for pumping oil to the cooler, cooling the oil by the cooler and then conveying the oil to the generator, the motor and the clutch through pipelines; the controller is used for controlling the first pilot electromagnetic valve to drive the decoupling commutator to commutate according to the current vehicle running mode so as to achieve decoupling and coupling of the cooling lubricating oil path and the clutch control oil path; the second oil pump is used for pumping oil to the cooler through the cooling and lubricating oil way during coupling or pumping oil to the clutch through the clutch control oil way during decoupling.
The first oil pump is an electronic oil pump, and the cooling and lubricating oil way further comprises a first one-way valve arranged on the first pipeline.
The second oil pump is a mechanical oil pump, the clutch control oil path further comprises a second one-way valve arranged on the third pipeline, and the third pipeline is communicated with the fourth pipeline.
The cooling and lubricating oil path further comprises a cooling flow control valve arranged between the generator and the cooler, and the cooling flow control valve is communicated with a pipeline between the second oil pump and the second one-way valve through a fifth pipeline.
The clutch control oil way also comprises a clutch reversing valve, a second pilot electromagnetic valve, one or more pressure sensors, a control oil way pressure reducing valve and a main oil way regulating valve, wherein the second pilot electromagnetic valve, the one or more pressure sensors, the control oil way pressure reducing valve and the main oil way regulating valve are respectively connected with the controller;
the clutch reversing valve is arranged on the fourth pipeline; the clutch reversing valve is also connected with the second pilot electromagnetic valve through a pipeline, the second pilot electromagnetic valve is also respectively connected with the first pilot electromagnetic valve through a sixth pipeline and the control oil way pressure reducing valve through a seventh pipeline, and the sixth pipeline is communicated with the seventh pipeline; the control oil way pressure reducing valve is also communicated with the third pipeline through an eighth pipeline, a pipeline is led out of the eighth pipeline to be connected with the main oil way regulating valve, and the main oil way regulating valve is also communicated with the second pipeline through a ninth pipeline; the one or more pressure sensors are provided on a line of the clutch control oil passage.
The clutch control oil path comprises a first pressure sensor and a second pressure sensor, the first pressure sensor is arranged on the fourth pipeline, and the second pressure sensor is arranged on the eighth pipeline.
And the first pipeline is provided with an overflow valve connected with the controller, and the overflow valve is used for adjusting the pressure of the cooling and lubricating oil way.
And the eighth pipeline is also provided with a safety valve connected with the controller, and the safety valve is used for releasing pressure when the oil pressure of the clutch control oil way exceeds a preset threshold value.
In order to solve the above technical problem, an embodiment of the present invention further provides a control method of the hydraulic control system for an electromechanical coupler, including the following steps:
acquiring a current running mode of a vehicle;
if the current running mode of the vehicle is a pure electric or range-extending mode, the controller controls the first pilot electromagnetic valve to lose power to drive the valve core of the decoupling commutator to be in a normal right working state, the cooling and lubricating oil path is coupled with the clutch control oil path, oil output by the first oil pump is sent to a cooler to be cooled and then sent to a generator, a motor and a clutch, and oil output by the second oil pump enters the cooler through the decoupling valve to be cooled and then is sent to the generator, the motor and the clutch;
if the current running mode of the vehicle is a hybrid running mode, the controller controls the first pilot electromagnetic valve to be electrified to drive the valve core of the decoupling commutator to be in a left working normal state, the cooling and lubricating oil path and the clutch control oil path are decoupled, oil output by the first oil pump is sent to the cooler to be cooled and then sent to the generator, the motor and the clutch, and oil output by the second oil pump is sent to the clutch through the decoupling valve and the clutch control oil path in sequence.
In order to solve the above technical problem, an embodiment of the present invention further provides another control method of a hydraulic control system of an electromechanical coupler, including the following steps:
acquiring a current running mode of a vehicle;
if the current running mode of the vehicle is a pure electric or range-extending mode, the controller controls the first pilot electromagnetic valve to lose power to drive the valve core of the decoupling commutator to be in a normal right working state, the cooling and lubricating oil path is coupled with the clutch control oil path, oil output by the first oil pump is sent to a cooler to be cooled and then sent to a generator, a motor and a clutch, and oil output by the second oil pump enters the cooler through the decoupling valve to be cooled and then is sent to the generator, the motor and the clutch;
if the current running mode of the vehicle is a hybrid running mode, the controller controls the first pilot electromagnetic valve to be electrified to drive the valve core of the decoupling commutator to be in a left working normal state, the cooling lubricating oil path and the clutch control oil path are decoupled, and oil output by the first oil pump is sent to a cooler to be cooled and then sent to a generator, a motor and a clutch; the controller controls the second pilot electromagnetic valve to drive the clutch reversing valve to be opened, and oil output by the second oil pump is sequentially sent to the clutch through the decoupling valve, the clutch reversing valve and the corresponding pipeline; and when the pressure parameter is greater than a preset value, redundant oil in the clutch control oil way flows out of the main oil way regulating valve and flows into the cooling and lubricating oil way.
Wherein the method further comprises the steps of: and if the current running mode of the vehicle is the hybrid mode, increasing the oil flow of the cooling lubricating oil circuit within the clutch combination time.
Wherein the method further comprises the steps of: if the current vehicle is in a pure electric mode, closing the cooling flow control valve; and if the current vehicle is in a range-extending or hybrid mode, opening the cooling flow control valve.
The technical scheme at least has the following beneficial effects:
according to the technical scheme, the control system and the control method thereof have the advantages that the decoupling reversing valve is arranged, the decoupling reversing valve is controlled by the first pilot electromagnetic valve to reverse, the cooling lubricating oil path and the clutch control oil path are coupled or decoupled, namely the cooling lubricating oil path and the clutch control oil path are communicated or separated, the oil quantity of the oil outlet of the second oil pump at the high-pressure side can be conveyed to the cooler to be cooled in a pure electric mode or a range extending mode and then conveyed to the generator, the motor and the clutch, so that the requirement on the first oil pump at the low-pressure side is reduced, the service life of the hydraulic system is greatly prolonged, and the transmission efficiency of the whole hydraulic system is greatly improved. Other beneficial effects not mentioned will be further explained below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a structural diagram of a hydraulic control system of an electromechanical coupler according to an embodiment of the present invention.
Fig. 2 is a flowchart of a control method of the hydraulic control system of the electromechanical coupler according to a second embodiment of the present invention.
Reference numerals:
generator-E1, motor-E2, clutch-E3;
the system comprises a first oil pump-1, a second oil pump-2, a cooler-3, a decoupling reversing valve-4, a first pilot electromagnetic valve-5, a first one-way valve-6, a second one-way valve-7, a cooling flow control valve-8, a clutch reversing valve-9, a second pilot electromagnetic valve-10, a first pressure sensor 11, a second pressure sensor-12, a control oil way pressure reducing valve-13, a main oil way regulating valve-14, an overflow valve-15 and a safety valve-16;
a first line-P1, a second line-P2, a third line-P3, a fourth line-P4, a fifth line-P5, a sixth line-P6, a seventh line-P7, an eighth line-P8, and a ninth line-P9.
Detailed Description
Various exemplary embodiments, features and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
In addition, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present invention. It will be understood by those skilled in the art that the present invention may be practiced without some of these specific details. In some instances, means, elements and circuits that are well known to those skilled in the art have not been described in detail so as not to obscure the present invention.
Fig. 1 shows that a hydraulic control system of an electromechanical coupler suitable for a hybrid electric vehicle according to a first embodiment of the present invention may be applied to an electromechanical coupling type transmission of a hybrid electric vehicle, and includes a first oil pump 1, a second oil pump 2, a controller, a cooling and lubricating oil path, a clutch control oil path, and a pilot control oil path; the generator E1, the motor E2 and the clutch E3 generate heat during driving of the vehicle, and therefore need to be cooled in time, the cooling and lubricating oil circuit is used for providing cooling and lubricating oil for cooling and lubricating the generator E1, the motor E2, the clutch E3 and the like, the clutch control oil circuit is used for providing oil flow for the clutch E3 during clutch combination and realizing combination control of the clutch E3, the first oil pump 1 is a low-pressure oil pump, the second oil pump 2 is a high-pressure oil pump, and it should be noted that the high pressure and the low pressure referred to herein are only the relative pressures of the two oil pumps.
Wherein, the controller is respectively connected with the first oil pump 1, the second oil pump 2 and the first pilot electromagnetic valve 5.
In this embodiment, the cooling and lubricating oil path includes a plurality of pipelines and a cooler 3, an oil inlet of the cooler 3 is connected to the first oil pump 1 through a first pipeline P1, and an oil outlet of the cooler 3 is connected to the generator E1, the motor E2 and the clutch through pipelines, respectively.
In the embodiment, the first oil pump 1 and the second oil pump 2 are respectively connected with an oil tank, and oil is stored in the oil tank;
the pilot control oil path comprises a decoupling reversing valve 4 and a first pilot electromagnetic valve 5 which are connected through pipelines, and the decoupling reversing valve 4 is connected with the cooler 3 through a second pipeline P2; the clutch control oil passage includes a third pipe P3 and a fourth pipe P4; one path of an oil outlet of the second oil pump 2 is connected with the decoupling reversing valve 4 through a third pipeline P3, and the other path of the oil outlet of the second oil pump is connected with the clutch through a fourth pipeline P4.
In this embodiment, the first oil pump 1 is configured to pump oil to the cooler 3, cool the oil by the cooler 3, and transmit the cooled oil to the generator E1, the motor E2, and the clutch.
The hybrid electric vehicle has three working modes, namely a pure electric driving mode, an extended range driving mode and a hybrid driving mode when working, and the first pilot electromagnetic valve 5 is used for controlling the decoupling commutator to commutate according to the current vehicle running mode of the hybrid electric vehicle so as to decouple and couple the cooling lubricating oil path and the clutch control oil path; and in the pure electric driving mode and the range-extending driving mode, the cooling and lubricating oil way is coupled with the clutch control oil way, and in the hybrid driving mode, the cooling and lubricating oil way is decoupled with the clutch control oil way.
The second oil pump 2 is used for pumping oil to the cooler 3 through the cooling and lubricating oil circuit during coupling or pumping oil to the clutch through the clutch control oil circuit during decoupling so as to push the clutch to be combined by using oil pressure.
Specifically, hybrid vehicle among the prior art is under pure electric mode, and only the low-pressure oil pump provides fluid for the cooling lubrication oil circuit, and the high-pressure oil pump is out of work, and is higher to low-pressure oil pump work requirement, causes the low-pressure oil pump to damage easily, and simultaneously, the high-pressure oil pump efficiency does not obtain abundant application. In the control system of the embodiment, the decoupling reversing valve 4 is arranged, and the decoupling reversing valve 4 is controlled to reverse through the first pilot electromagnetic valve 5, so that the cooling and lubricating oil path and the clutch control oil path are coupled or decoupled, that is, the cooling and lubricating oil path and the clutch control oil path are communicated or separated, in the pure electric mode or the range-extended mode, the oil is coupled, so that the oil at the oil outlet of the second oil pump 2 on the high-pressure side can be delivered to the cooler 3 for cooling in the pure electric mode or the range-extended mode and then delivered to the generator E1, the motor E2 and the clutch E3, that is, in the pure electric mode of the hybrid electric vehicle, the high-pressure oil pump and the low-pressure oil pump work together, therefore, the requirement on the low-pressure oil pump is reduced, the service life of the hydraulic system and the transmission efficiency of the whole machine are greatly improved, and the arrangement space and the production cost of the electromechanical coupler are reduced under the same performance.
In some embodiments, the first oil pump 1 is an electronic oil pump, and the cooling and lubricating oil path further includes a first check valve 6 disposed on the first pipeline P1. The first check valve 6 is used for preventing oil flowing out of the oil outlet of the electronic oil pump from flowing reversely.
In some embodiments, the second oil pump 2 is a mechanical oil pump, the clutch control oil passage further includes a second check valve 7 provided on the third line P3, and the third line P3 communicates with the fourth line P4. The second check valve 7 is used for preventing the oil flowing out from the oil outlet of the mechanical oil pump from flowing reversely.
In some embodiments, the cooling and lubricating oil path further includes a cooling flow control valve 8 disposed between the generator E1 and the cooler 3, and the cooling flow control valve 8 further communicates a line between the second oil pump 2 and the second check valve 7 through a fifth line P5.
In some embodiments, the clutch control oil path further comprises a clutch reversing valve 9, and a second pilot solenoid valve 10, one or more pressure sensors, a control oil path pressure reducing valve 13 and a main oil path regulating valve 14 which are respectively connected with the controller; the clutch changeover valve 9 is disposed on the fourth line P4; the clutch change-over valve 9 is further connected to the second pilot solenoid valve 10 through a line, the second pilot solenoid valve 10 is further connected to the first pilot solenoid valve 5 through a sixth line P6 and the control oil path pressure reducing valve 13 through a seventh line P7, respectively, and the sixth line P6 is communicated with the seventh line P7; the control oil pressure reducing valve 13 is also communicated with the third pipeline P3 through an eighth pipeline P8, a pipeline is led out of the eighth pipeline P8 and is connected with the main oil path regulating valve 14, and the main oil path regulating valve 14 is also communicated with the second pipeline P2 through a ninth pipeline P9; the one or more pressure sensors are provided on a line of the clutch control oil passage.
Specifically, the pressure sensor is configured to detect pressure data of the clutch control oil path and transmit the pressure data to the controller, and the controller controls the control oil path pressure reducing valve 13 and the main oil path regulating valve 14 to operate according to the pressure data and a preset control strategy.
This embodiment high pressure second oil pump 2 passes through the tube coupling cooling flow valve adopts 2 export oil pressure signals direct control cooling flow valve of high pressure second oil pump, for prior art, this embodiment scheme has reduced a guide's solenoid valve, has reduced electromechanical coupler's arrangement space and manufacturing cost by a wide margin under the same performance.
In some embodiments, the clutch control oil passage includes a first pressure sensor 11 and a second pressure sensor 12, the first pressure sensor 11 is provided on the fourth line P4 at a position close to the clutch for detecting the line oil pressure at the position close to the clutch, and the second pressure sensor 12 is provided on the eighth line P8 at a position close to the main oil pressure regulating valve for detecting the line oil pressure at the position corresponding to the main oil pressure regulating valve.
In some embodiments, the first pipeline P1 is provided with an overflow valve 15 connected with the controller, the overflow valve 15 is used for adjusting the pressure of the cooling lubricating oil path, so as to ensure the pressure difference of oil outlets connecting the generator E1, the motor E2 and the clutch, and in the embodiment, the overflow valve 15 can be vertically installed on the hydraulic module, so that the arrangement space and the production cost of the electromechanical coupler are greatly reduced under the same performance.
In some embodiments, a relief valve 16, i.e., a pressure relief valve, connected to the controller is further disposed on the eighth line P8, and the relief valve 16 is configured to relieve pressure when the pressure of the clutch control oil path exceeds a preset threshold, so as to limit the highest pressure of the clutch control oil path, and improve the safety of the clutch control oil path.
Fig. 2 shows a control method of a hydraulic control system of an electromechanical coupler according to a first embodiment, according to a second embodiment of the present invention, where the method includes the following steps:
s100, the current running mode of the vehicle is obtained.
The running mode of the hybrid vehicle is obtained through a VCU control system. Whether the clutch needs to be engaged is determined by the operating mode of the vehicle, and when the vehicle is commanded to the VCU in either the electric-only or range-extending operating mode, it is determined that the clutch does not need to be engaged. The clutch is determined to need to be engaged when the vehicle is commanded to the VCU in the hybrid operating mode.
S200, if the current running mode of the vehicle is a pure electric or range-extending mode, the controller controls the first pilot electromagnetic valve 5 to lose power to drive the decoupling commutator valve element to be in a right working normal state, the cooling lubricating oil path is coupled with the clutch control oil path, the clutch control oil path is communicated with the cooling lubricating oil path, oil output by the first oil pump 1 is sent to the cooler 3 to be cooled and then sent to the generator E1, the motor E2 and the clutch, and oil output by the second oil pump 2 enters the cooler 3 through the decoupling valve to be cooled and then sent to the generator E1, the motor E2 and the clutch.
Specifically, the flow of the second oil pump 2 flows into the clutch control oil path through the second one-way valve 7, and since the valve element of the decoupling reversing valve 4 is in the right-hand working state at this time, most of the oil flow from the second oil pump 2 directly enters the cooling lubricating oil path through the decoupling reversing valve 4 and is coupled with the flow of the first oil pump 1 to provide the oil flow to the cooling lubricating oil path, so that the demand on the flow of the low-pressure electronic pump is reduced to a great extent, and the service life of the first oil pump 1 is prolonged.
It should be noted that the decoupling of the hydraulic control system into the cooling lubrication circuit and the clutch control circuit should be after clutch disengagement to reduce shock caused by pressure fluctuations.
S300, if the current running mode of the vehicle is a hybrid running mode, the controller controls the first pilot electromagnetic valve 5 to be electrified to drive the decoupling commutator valve core to be in a left working normal state, the cooling lubricating oil path and the clutch control oil path are decoupled, the clutch control oil path is not communicated with the cooling lubricating oil path, oil output by the first oil pump 1 is sent to the cooler 3 to be cooled and then sent to the generator E1, the motor E2 and the clutch, and oil output by the second oil pump 2 is sent to the clutch through the decoupling valve and the clutch control oil path in sequence.
Specifically, the oil flow of the first oil pump 1 still directly flows into the cooling and lubricating oil path to provide the flow required for cooling and lubricating, and after the oil flow of the second oil pump 2 enters the clutch control oil path through the second check valve 7, because the decoupling and reversing valve 4 is closed, a high pressure is established in the clutch control oil path, and the input flow is preferentially supplied for clutch engagement.
It should be noted that the cooling and lubricating oil path and the clutch control oil path should be decoupled within a set time before the clutch starts to engage, so as to ensure that the main oil pressure of the clutch control oil path is already established when the clutch is engaged.
In some embodiments, if the current operating mode of the vehicle is the hybrid mode, the step S300 further includes the steps of:
the second pilot electromagnetic valve 10 controls the clutch reversing valve 9 to be opened, oil output by the second oil pump 2 is sequentially sent to the clutch through the decoupling valve, the clutch reversing valve 9 and the clutch control oil way, the pressure sensor detects the pressure parameter of the clutch control oil way in real time, and when the pressure parameter is larger than a preset value, redundant oil in the clutch control oil way flows out through the main oil way regulating valve 14 and is merged into the cooling lubricating oil way.
In some embodiments, the S300 further includes the steps of: and if the current running mode of the vehicle is the hybrid mode, increasing the oil flow of the cooling lubricating oil circuit within the clutch combination time.
Specifically, the rotation speed of the motor of the low-pressure first oil pump 1 is determined according to the mode of the hydraulic control system, namely when the low-pressure first oil pump is in the coupling mode, the clutch is disengaged, and at the moment, the first oil pump 1 and the second oil pump 2 simultaneously provide oil flow for the cooling and lubricating oil path; when the clutch is in the decoupling mode, the clutch is combined, and at the moment, the first oil pump 1 mainly provides oil flow for the cooling lubricating oil path, so that the rotating speed of a motor of the first low-pressure oil pump 1 needs to be increased, and the oil flow of the cooling lubricating oil path is increased in the clutch combination time.
In some embodiments, the method further comprises the steps of: if the current vehicle is in the pure electric mode, closing the cooling flow control valve 8; and if the current vehicle is in a range-extending or hybrid mode, the cooling flow control valve 8 is opened.
Specifically, when the hydraulic control system is in the pure electric operation mode, the generator E1 does not need to operate, the cooling flow control valve 8 is in the closed state, cooling and lubricating flow is not provided for the generator E1, and the flow is used for cooling and lubricating the driving motor and the clutch, so that the use efficiency of the system is improved. When the hydraulic control system is in a range-extending or hybrid driving mode, the generator E1 needs to be operated, the oil pressure from the second oil pump 2 can open the cooling flow control valve 8, and the generator E1 can obtain the distribution flow from the cooling lubricating oil path.
For the method embodiment disclosed by the embodiment, since the method embodiment corresponds to the system disclosed by the embodiment, the relevant points which are not described in detail can be referred to the description of the system part.
In the description herein, references to the description of "some embodiments" or the like mean that a particular feature described in connection with the embodiment or example is included in at least one embodiment of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment. Furthermore, the particular features described may be combined in any suitable manner in any one or more of the embodiments.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (12)
1. The hydraulic control system of the electromechanical coupler is characterized by comprising a first oil pump, a second oil pump, a controller, a cooling and lubricating oil way, a clutch control oil way and a pilot control oil way;
the cooling and lubricating oil path comprises a plurality of pipelines and a cooler, an oil inlet of the cooler is connected with the first oil pump through a first pipeline, and an oil outlet of the cooler is respectively connected with the generator, the motor and the clutch through pipelines;
the first oil pump and the second oil pump are respectively connected with an oil tank;
the pilot control oil way comprises a decoupling reversing valve and a first pilot electromagnetic valve which are connected through a pipeline, and the decoupling reversing valve is connected with the cooler through a second pipeline;
the clutch control oil path comprises a third pipeline and a fourth pipeline; one path of an oil outlet of the second oil pump is connected with the decoupling reversing valve through a third pipeline, and the other path of the oil outlet of the second oil pump is connected with the clutch through a fourth pipeline;
the controller is respectively connected with the first oil pump, the second oil pump and the first pilot electromagnetic valve;
the first oil pump is used for pumping oil to the cooler, cooling the oil by the cooler and then conveying the oil to the generator, the motor and the clutch through pipelines; the controller is used for controlling the first pilot electromagnetic valve to drive the decoupling commutator to commutate according to the current vehicle running mode so as to achieve decoupling and coupling of the cooling lubricating oil path and the clutch control oil path; the second oil pump is used for pumping oil to the cooler through the cooling and lubricating oil way during coupling or pumping oil to the clutch through the clutch control oil way during decoupling.
2. The electro-mechanical coupler hydraulic control system of claim 1, wherein the first oil pump is an electronic oil pump, and the cooling and lubrication circuit further comprises a first check valve disposed on the first line.
3. The electro-mechanical coupler hydraulic control system of claim 2, wherein the second oil pump is a mechanical oil pump, the clutch control oil passage further includes a second check valve disposed on the third line, and the third line communicates with the fourth line.
4. The electro-mechanical coupler hydraulic control system of claim 3, wherein the cooling lubrication circuit further comprises a cooling flow control valve disposed between the generator and the cooler, the cooling flow control valve further communicating with a line between the second oil pump and the second check valve through a fifth line.
5. The electro-mechanical coupler hydraulic control system of claim 4, wherein the clutch control oil circuit further comprises a clutch directional valve, and a second pilot solenoid valve, one or more pressure sensors, a control oil circuit pressure reducing valve, and a main oil circuit regulating valve, which are connected to the controller, respectively;
the clutch reversing valve is arranged on the fourth pipeline; the clutch reversing valve is also connected with the second pilot electromagnetic valve through a pipeline, the second pilot electromagnetic valve is also respectively connected with the first pilot electromagnetic valve through a sixth pipeline and the control oil way pressure reducing valve through a seventh pipeline, and the sixth pipeline is communicated with the seventh pipeline; the control oil way pressure reducing valve is also communicated with the third pipeline through an eighth pipeline, a pipeline is led out of the eighth pipeline to be connected with the main oil way regulating valve, and the main oil way regulating valve is also communicated with the second pipeline through a ninth pipeline; the one or more pressure sensors are provided on a line of the clutch control oil passage.
6. The electro-mechanical coupler hydraulic control system of claim 5, wherein the clutch control oil circuit includes a first pressure sensor and a second pressure sensor, the first pressure sensor being disposed on the fourth line, the second pressure sensor being disposed on the eighth line.
7. The hydraulic control system of an electromechanical coupler according to any one of claims 1 to 6, wherein a relief valve connected to the controller is provided in the first line, and the relief valve is configured to regulate a pressure of the cooling/lubricating oil passage.
8. The hydraulic control system of an electromechanical coupler according to any one of claims 1 to 6, wherein a relief valve connected to the controller is further provided on the eighth line, the relief valve being configured to relieve pressure when the oil pressure in the clutch control oil line exceeds a preset threshold.
9. A method of controlling the hydraulic control system of the electromechanical coupler of claim 1, comprising the steps of:
acquiring a current running mode of a vehicle;
if the current running mode of the vehicle is a pure electric or range-extending mode, the controller controls the first pilot electromagnetic valve to lose power to drive the valve core of the decoupling commutator to be in a normal right working state, the cooling and lubricating oil path is coupled with the clutch control oil path, oil output by the first oil pump is sent to a cooler to be cooled and then sent to a generator, a motor and a clutch, and oil output by the second oil pump enters the cooler through the decoupling valve to be cooled and then is sent to the generator, the motor and the clutch;
if the current running mode of the vehicle is a hybrid running mode, the controller controls the first pilot electromagnetic valve to be electrified to drive the valve core of the decoupling commutator to be in a left working normal state, the cooling and lubricating oil path and the clutch control oil path are decoupled, oil output by the first oil pump is sent to the cooler to be cooled and then sent to the generator, the motor and the clutch, and oil output by the second oil pump is sent to the clutch through the decoupling valve and the clutch control oil path in sequence.
10. A method of controlling the hydraulic control system of the electromechanical coupler of claim 5, comprising the steps of:
acquiring a current running mode of a vehicle;
if the current running mode of the vehicle is a pure electric or range-extending mode, the controller controls the first pilot electromagnetic valve to lose power to drive the valve core of the decoupling commutator to be in a normal right working state, the cooling and lubricating oil path is coupled with the clutch control oil path, oil output by the first oil pump is sent to a cooler to be cooled and then sent to a generator, a motor and a clutch, and oil output by the second oil pump enters the cooler through the decoupling valve to be cooled and then is sent to the generator, the motor and the clutch;
if the current running mode of the vehicle is a hybrid running mode, the controller controls the first pilot electromagnetic valve to be electrified to drive the valve core of the decoupling commutator to be in a left working normal state, the cooling lubricating oil path and the clutch control oil path are decoupled, and oil output by the first oil pump is sent to a cooler to be cooled and then sent to a generator, a motor and a clutch; the controller controls the second pilot electromagnetic valve to drive the clutch reversing valve to be opened, and oil output by the second oil pump is sequentially sent to the clutch through the decoupling valve, the clutch reversing valve and the corresponding pipeline; and when the pressure parameter is greater than a preset value, redundant oil in the clutch control oil way flows out of the main oil way regulating valve and flows into the cooling and lubricating oil way.
11. The control method according to claim 9 or 10, further comprising the steps of: and if the current running mode of the vehicle is the hybrid mode, increasing the oil flow of the cooling lubricating oil circuit within the clutch combination time.
12. The control method according to claim 9 or 10, further comprising the steps of: if the current vehicle is in a pure electric mode, closing the cooling flow control valve; and if the current vehicle is in a range-extending or hybrid mode, opening the cooling flow control valve.
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| CN201811456875.7A CN111255874A (en) | 2018-11-30 | 2018-11-30 | Hydraulic control system of electromechanical coupler and control method thereof |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024051800A1 (en) * | 2022-09-09 | 2024-03-14 | 奇瑞汽车股份有限公司 | Hydraulic system for hybrid gearbox, and automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2024051800A1 (en) * | 2022-09-09 | 2024-03-14 | 奇瑞汽车股份有限公司 | Hydraulic system for hybrid gearbox, and automobile |
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